Two-cycle engine



Nov.l7, 1936. c. D. QUANTZ TWO-CLCLE ENGINE Filed March 20, 1956 2 Sheets-Sheet 2 I lNVENTOR I M ,Q 2&

Patented Nov. 17, 1936 UNITED STATES REISSUED t stes-r "QFFETC'E 1 Claim.

My invention relates to a rotary sleeve valve, specific to a two-cycle internal combustion engine.

The rotary sleeve valve consists of two cylinder sleeves, one stationary and the other revolving Within the stationary, the said sleeves having.

properly spaced slots which form port holes for the intake and exhaust of gases when corresponding slots of one coincide with those of the other.

The object of my invention is to provide a more eficient and economical two-cycle engine.

I attain this object by mechanism illustrated in the accompanying drawings, in which:

Figure 1 is a vertical section end view of a two-cycle engine in which the said rotary sleeve valve is applied.

Figure 2 is a detail view of the guide carriage and the bearing ways as they would appear from the bottom side.

Figure 3 is a view in detail of the bearing ways showing means of fastening to the base block.

Figure 4 is a vertical section side View of the entire engine.

Figures 5, 6 and 'l'are sectional views of engine cylinder (reference on Fig. 1) illustrating the purpose of the cylinder sleeves and the relative positions of the three groups of slots therein. Figure 5 at line A-A showing slots which form the intake ports in the combustion chamber, Figure 6 at line BB showing slots which form the exhaust ports in the combustion chamber. Figure '7 at line CC showing slots which form the intake and fuel transmitting ports in the auxiliary intake chamber. Like characters denote like and corresponding parts throughout the several views in which:

The reference numeral I indicates the cylinder-block, to which is fastened the crank case 2, with cylinder head 3 and oil-pan 4, fastened in their respective places constitute the body and frame work of the said engine.

The rotary-sleeve valve consists of two cylinder sleeves having properly spaced slots forming portholes for the intake and exhaust of gases when corresponding slots of the inner revolving sleeve 5 coincides with those of the stationary sleeve 6. The said slots are so timed as to promote a more efficient combustion and also a more thorough scavenging of burnt gases. Combustion in the combustion chamber I and compression of fresh fuel gas in the charging chamber 8 occur in the downstroke of the piston 9. As the piston S nears the lower end of stroke, the slots forming the exhaust ports I0 start opening a moment before the opening of the slots forming the intake ports II of the combustion chamber I thereby neutralizing the pressure within the combustion chamber I, before the compressed fuel gases enter forcing the remaining burnt gases out. In this manner there will be a minimum amount of burnt gas mixed with the fresh gas. Slots forming the charging chamber outlet port I2 open a moment before those of the intake ports I I thereby allowing instantaneous entrance of fresh gas. When piston reaches bottom dead center the slots forming the intake port I3 of the charging chamber 5: start opening, while those forming the outlet port I2 and intake ports II close. The exhaust ports in remain open a moment past bottom dead center. On the up-stroke of the piston 9, fresh fuel is drawn by vacuum from the carbureter via intake port I3 into the charging chamber 8. When piston 9 reaches top dead center the intake port I3 is closed thus completing the two cycles.

The stationary sleeve 6 is inserted and fastened to the cylinder block I. This sleeve is for a more accurate timing of slots.

The revolving sleeve 5 has a worm gear HI at the base, and is one piece with said gear. The Worm gear I4 is meshed and driven by a worm shaft I5, which in turn is driven by the crank shaft I 6, through the medium of gear I1, I! as illustrated, or any suitable means. The above named gears are so arranged that they reduce the speed of the revolving sleeve 5 to a three to one ratio which I find gives the best results. The revolving sleeve 5 having its base inclosed except for a hole for the insertion of the connecting rod I8 forming an inclosed air-tight chamber with said connecting rod inserted. The revolving sleeve 5 rests upon a bearing plate I9.

The connecting rod I8 is held to center by means of a guide carriage 23 which reciprocates between bearing-ways 20, 20 which also prevents excess friction. The piston 9 is fastened to the connecting rod I8 by means of a draw bolt 2|.

The connecting rod link 22 operates in conjunction with the crank-shaft I6 and connecting rod In Figures 5, 6 and '7, the letter I represents the theoretical point of ignition, the letter D represents the distance the sleeve revolves in the down-stroke of the piston and the letter U represents the distance the sleeve revolves in the up stroke of the piston.

From the foregoing description and illustrations the advantages and original features of my invention are believed readily apparent.

I desire it to be understood that I may make changes in design and construction and in the combination and arrangement of the several parts, provided that such changes fall within the scope of the appended claim.

I am aware that prior to my application rotary sleeve valves had been applied to two-cycle engines. I therefore do not claim such a combination broadly; but

I claim In the combination of a two-cycle engine, a crank case, a cylinder block mounted on the crank case, a rotary sleeve valve operating within said cylinder block, said sleeve valve consisting of a pair of cylinder sleeves, one sleeve being stationary, the other revolving within the stationary sleeve, said revolving sleeve having an inclosed base except for a hole for the insertion of the connecting rod, a vertically reciprocating connecting rod passing through said hole, said hole being air tight when the said connecting rod is inserted therein, thus preventing fuel leakage from the charging chamber, a piston fastened to the connecting rod, said piston operating within the revolving cylinder sleeve, said piston in the cylinder forming two chambers therein, a combustion chamber above said piston, a charging chamber below, the charging chamber formed between the piston and the inclosed base of the revolving sleeve, annular slots in the upper end of said sleeve to control the inlet ports of combustion chamber, annular slots in said sleeve at the lower end of the combustion chamber to control the exhaust ports for said chamber, the slots of the revolving sleeve for the charging cham ber being annularly spaced to correspond With said inlet and exhaust ports of the combustion chamber, said slots serving a dual purpose by controlling inlet and outlet ports in the charging chamber, said stationary sleeve having the inlet and exhaust slots for the combustion chamber annularly spaced to correspond with those slots of said revolving sleeve, the said stationary sleeve having a pair of oppositely spaced slots forming inlet and outlet ports in the charging chamber when coinciding with those slots of the revolving sleeve.

CALVIN D. QUANTZ. 

